Vehicle brake



Aug. 13, 1935. F. G. .FOLBERTH r-rr AL 2,011,334

l VEHICLE BRAKE Filed Sept. 20, 1930 5 Sheets-Sheet l 1935. F. s. FOLBERITH ET AL 2,011,334

VEHICLE BRAKE Filed Sept. 20, 1930 3 Sheets-Sheet 2 III-5:;

314w ntozs & FEEZE/P/CAEFOZZE/PTH al bi/M11 s 1935. F. e. FOLBERTH El AL 2,011,334

VEHI CLE BRAKE Fi led Sept. 20, 1950 5 Sheets-Sheet s F/PEDEP/CA 670L352? W/Ll/AM f7- FOZBEBTH saw I pedal.

Patented Aug. 13, 1935 7 UN'TED T S PATENT ,omcE

; 2,011,334 VEHICLE BRAKE Frederick G. Folberth and William M. Folberth,

Cleveland, Ohio Application September 20, 1930, Serial No.4sa32s 17 Claims. (01.192 43 This invention relates to brakes and more particularly to apparatus for actuating the brakes of automotive vehicles. I

In our co-pending United States patent application, Serial No. 395,548, filed September 27, 1929, we have shown and described a fluid pressure actuated brake for vehicles adapted to be controlled by movement of thevehicle clutch The present invention relates to the same general type of control apparatus for motor vehicles.

In driving an automobile underpresent day traflic conditions it is absolutely essential that the driver have complete control over the car. Among the objects of our invention is to provide a braking system for automobiles which will reduce the effort and skill required to drive the automobile to a minimum.

Another object of our invention is the provision of a brake system for automobiles which greatly facilitates the control of an automobile, particularlyin traffic and. on hills. i I

Other objects are, the provision of a brake actuating device adapted to be controlled by the i clutch pedal of the automobile; the provision of improved valve means for controlling theflow of fiuid in fluid pressure brake systems and p'articularly in brakes of the type commonly known as vacuum brakes; the provision of a vacuum operated device for actuating the brakes of a vehicle in which the braking effect may be smoothly and positively applied with a minimum of effort on the part of the operator and which may be instantly released when desired; the provision in a vacuumactuated brake system ofmeans for preventing too sudden application and consequent grabbing of the brakes; the provision of vacuum actuated means for operating the ordinarily foot pressure actuated brakes of an automobile, the vacuum means being so arranged thatit does not interfere with the normal foot pressure pedal operation of the brakes; and the provision of a fluid pressure operating device for vehicle brakes the accompanying drawings in which;

Fig. 1 is a side elevation showing our control valve and actuating cylinder installed on an au- 7 tornobile; a

Fig.2 is an enlarged side elevation of our brakeapparatus illustrated in Fig. 1; I

Fig. 3 is a section taken on line 3-- 3 of Fig. 2.

'der taken on line l-4 of Fig. 2;

'take manifold M of the automobile engine-by Fig. 4 is an end view of of the valve and cylin- Fig. 5"is an enlarged sectional view of theim-j proved valve and cylinder illustratedih Figs. 1 nd f V l Fig. 6 is a section taken on line 66 of Fig.5;f

Fig; 7 is asection taken online of;Fi'gi 5 Fig. 8 is asectional view similar to Fig. 5 but showing the valve in open position. v

In the usual form of automobile control one pedal is provided -for operating the brakesand another 'pedalifor operating the clutch. g

Referring to Fig. 1, the brake pedal l maybe connected in any suitable manner to any desired r form of braking system. The clutch pedal z in like manner may be connected to control the'ac' tion of the clutch in well known manner. In: operating an automobile equipped with our brake actuating mechanism, the brakes may be applied by the foot pedal l and the clutch may be disen- Q:- gaged by the pedal 2 in standard and well known manner without bringing into action our brak-f ing mechanism. However, when desired, the brakes can be applied by our vacuum actuated apparatus by merely pushing down on the clutch pedal further than is required for the normal .operation of the clutch. V f Pivoted to the brake pedal I is a lost motion" connecting link 3 which in turn is connectedto the piston rod 4 as best shown in Fig. 2. 1- The link 3 is hollow (Fig. 3) and the piston rod 4 carries a nut 5 which is adapted to move'fin'the hollow portion of the link 3. The piston rod 4 has a sliding fit in the bearing portion 6 of the link 3 and it will be seen that this hollow link construction provides a connection between'thebrake pedal l and the piston rod 4 whereby the brake pedal may be pushed down without moving the piston rod l. When the brake pedal isde'-' pressed the bearing portion 6 of the link 3 merely slides on the brake rod without appreciable friction or effect on the pedal operation. when: the pedal i is inits normal brake released po sition the link 3 and the piston rod 4 occupy" the relative positions illustrated in Fig. 2, an'd' it will be seen that whenever the piston l moves I to the left (Fig. 5) the brake pedal I will bej'de pressed and the brakes will be applied in the same manner as though the foot pedal had-been pushed down by thedriver. I I The piston l is adapted to move in the cylinder 8. A spring 9 is disposed within the cylinder 8 and tends to hold the piston] at the upper end" thereof. The cylinder 8 is connected to the in the pipe II] which is connected to the control valve generally indicated at II in Figs. ,1 and 2. This control valve II is adapted to control the flow of air from cylinder 8 into the intake manifold M. r

The valve II. is actuated only when the clutch 'pedal 2 is depressed more than is normally refully explained later.

been depressed toa position beyond.- that re-. p

quired for the disengagement of the clutch. This is accomplished by providing the, push rod I2 which isconnectedtothe lever I3 which effects the actual operationof the valve as will be more As best seen in Fig. 2, the rod. I2 stops short of the normal disengaged position of the clutch pedal 2. b may be secured to the shank of the clutch pedal 2 and this member I4 is adapted to engage the end of therod l2 when the clutch pedal 2 has quired to fully disengage the clutch. In Figs. 1

and.2 the clutch pedal 2 maybe considered-asbeing. shown inthe partially, depressed/position here the clutch is disengaged. This is substan- 34 e position to which the pedal would be depressed Ir -shifting gears. However, if; it is desired to actuate'our brake operating mechanism the clutch pedal. isfdeilne ssed. further until the I member-.Ilengagesthe end of the rod I2 and pushes it downwardly swinging the lever l3 about its pivot and opening'the valve I I. When the valve 1 I isopenit permits the air to be drawnout of. the ,cylinder 8- by; the vacuum in the intake manifold thus decreasingthe pressure in the cylinder 8 andcausing the piston "ito move to-' wardsgthe lower; or valve end of the cylinder. This movementaof the'piston l pulls the brake pedal downwardly and operates the brakes. of

the vehiclein the same manner as though they had been v applied by pressure of the operators Referring particularlyto Figs. 5,.6, 7 and 8 of the drawings, our improved'valve for controlling theoperation of the vehicle brakes, consists essentlaily of a. cup-shaped cap member-l5 which is internally threaded at its open endand screwed :3 into.-position;on; the. end of the cylinder '8. A

secondaryinternalzcup-shaped member I6 has a flange I1 which fits in the bore of the end cap I 5. This-cup: member I6 is-firmly held in'position whemthe cap. I5 is screwed-into place-on the end of the cylinder: 8; Thezendwall I8 of the cup shaped member: I6-forms a chamber I9 with the walls-oi the cap I5. A diaphragm 20, which is preierablyot corrugated metallic construction, is disposed-in theohamber i9 andflrmly held at its 51 periphery betweenthe flange. I] and the shoulder Ziof the;cap I5.v A passage is provided into the chamber I 9 through. a cylindrical tubular extensiond}. on the'diaphragm 20-which-projects out,

wardly from thecenter of the diaphragm and extends. through a hole injthe end of the capI5.

Suitable-packing 23 ofrleather or like material isv preferably-provided to. maintain a fluid tight joint This packing aroundthe outside of the tube 22. is held; in position. by a ring 24' which may be screwed into positionimthecap I 5.. The wall [lot the seeondary'cup member I6 is formedwith anumberof holes 25- adjacent its outer edge which afford free communication between the chamber I B and the. inside of the cylinder 8.

A second diaphragm 26 isdispos'ed within the cup shapedmember IE. Asillustrated, this diaphragmis -made up of a flexible leather disc 21, whichis-held at its outeredge by the clamping ring 2-8; and a reinforcingplate 29. A plunger 3n-havingan enlarg ed disc-shaped head portion 7 by the nut 32.

be fully described later.

A contact member 14- flange 39. The closure i of a .tube sll which extends out through the cylin der 22 and through a bearing 42' which is formed integrally Withtheend capli This bearing; .42

, ating mechanism.

3| is secured to the center of the diaphragm 26 This plunger 30 extends out through the wall i8 and the enlarged disc head 3! is disposed in the chamber I9. 33 assists in forming a fluid tight joint around the plunger 30 and may be held in position by the threaded ring 34.

The packing The open end ofthe cup shaped member I5 is. 7

upper end of thecylinder 8 may be seated on the plate and be held position by the annular member 49 is secured to the end supportslthetube 4i andtheclosure member 40 and permits. them'to bemovedin the operation of the -val ve. The outer 'endof the tube AI, is

open to the atmosphere: and theinner end lies within the chamber (9.; {A flange 43is secured to'the outer end ofthe tube 4| and acts as an.

abutment for the spring which tends to hold the tube ii, in itsfarthestleft positionand to maintain theolosure member ifi seated against 1 the. diaphragm?!) as best. seen in Fig.5. I The closure member Minay be provided with packing rings 48 .to assistitsseating against the dia-l .phragm I e The valve is operated bymovingthe'tube M and the disc 3 I and. the closure. member waswill be more fully described later, and, to effect this movement we have provided a very simple andeflicient oper-K This mechanism-"consists of I r a plate 45 ..whi ch is pivot'ally mounted- .atits lower end onrtheoutwardly extending -lug 46bithe end;cap I5. This plate'45 is formed with a. hole which is adapted to flt over the end of-thetube. llaand has an upwardly extending tongue" portionfie which is'adapted -to eo-act with the flattened portion 143T. of theshaft 48 to move the. tube-k! andtheclosure member 40.-- The spring 44 maintains .tiie flange flfi; in contactwith the plate 45 and the angular position of the shaft-i9.

determines the positionofthe plate fli.

. When theflat portion 49 of the shaft 49 is.

parallel to thesurface oftheplate 45;(Fig;;5) the closure. member is -in its farthest 1 ft position and the valveis closed. When the shaft 49-is turned ,by movement of the lever-l3, which is secured to one end; thereof, the plate-G5 will be movedabout its pivot point p and will-exert pressure on the flange 43 thus compressing the springA-I and movingthetube-Mend closure member 46 tothe right. This movement of the'closure member 40 opens the valve to the'action of thesuc-- tion in the intake manifold-- M' and the parts.

assume the position shown in Fig. 8. It will be understoodthat' the amount' of. movement im- I parted to theclosure member lldepends directly upon the d'egreeof rotationgiven-totheshaft 49. IAs is best seen in Fig. 4-the shaft 49 is rotattrude out from the end of the cap I5. 4 j

As noted above, the valve-is connected to the ably supported in the lugs 59 and GI which pro intake manifold of the' vehicle'engineby a pipe Ill. Thispipe l0 enters the endcapIS at 521 and the tube 4| into the valve housing. This move As thechamber I9 is connected with the cylinder 8"through the holes 25 in the wall I8, air will be certain, additional quantity ofair is again Withr. drawn from the cylinder before theatmospheric pressure again pushes the diaphragm 20 into its a chamber 53 is formed in the cap. I5 to provide free communication between the pipe I0 and the chamber I9. It will be noted that-the tube M is of smaller outside diameter than the inside diameter of the tube 22 so that a free passage is provided. between the two tubular members.

Theentire valve and cylinder unit is preferably mounted on a suitable bracket. which is secured to the'frame of the vehicle andthe bolt or pin-54 acts as a pivotal support for the. unit;

This permits the cylinder 8 to swing about the pivot 54 when the piston rod 3 moves to actuate This pivotal connection is the'vehicle brakes. necessary in the installation illustrated because of the angular relation of the brake pedal I and the piston rod 3.

The end of the cylinder 8 opposite from the valve end is closed by an end cap 55. cap 55 has 'a bearing portion 56 which is-adapted to supportand guide the piston rod 3 and is also provided with a vent hole 57 which allows atmospheric pressure to be exerted on the right hand'end of the piston at all times.

Assuming that the engine of the motor vehicle i's -running, thus creating 'a' partial vacuum in the intake manifold, the operation of our apparatusto effect the application of the vehicle brakes is as follows: When the operator depresses the clutchpedal 2 enough to engage the endof the rod I2, any further downward movement of the pedal 2 from this point on'moves the rod I2 and swings the lever I3 aboutits pivot. If we assume that the parts of the valve mechanism and the piston and cylinder are in the position shown in Figs. 2 and 5, this movement'of the lever I3 turns the" shaft 49 and the flat portion 49' thereof, acts as a cam or eccentric and swings the plate 45 inwardly against the spring 44. As' the plate 45 contacts with the flange 43, which-is secured to the tube 4 I, this movement of the plate 45 moves ment of the tube 4| causes the closure member 49 to leave its seat on the central portion of the diaphragm 2D and, at the same time, push against the disc 3| causing the diaphragm 26'to move correspondingly.

" The parts of the valve apparatus will now be in theposition shown in Fig. 8, and itwill be seen that the chamber I9 is connected to the suction of the intake manifold through the pipe 50.

through a venthole 59 in the end wall of the cap I5. If the closure member 25 is moved only a sli'ght distance away from its seat on the central portion of the diaphragm 20, only a small amount of air will be withdrawn from the cylinder before the atmospheric pressure in the chambe'r 58'pushes the diaphragm 25] back to its seated position against the closure member 4%, thus shutting off the intake manifold from the cylinder Baandstopping the withdrawal of air therefrom. If the operator pushes the foot pedal further down; the closure .member 40 is again moved awayfromits seat on the diaphragm 26 and a This end seated position-against the closure member 40.

The total effective vacuum in the intake mamfold may thus be applied in smalldegrees to-the; cylinder and piston rather than all at once, and

it will beseen by those skilled in the'art that" we obtaina very smooth and gradual movement'of the-piston 1 and a correspondingly smooth and effective brake action. e

For any definite. position of the:closure meme ber '4ll, a certain degree of vacuum will be main'' tained within the cylinder 8, and thus a 'definite. unvarying braking force will be, applied tothe. piston I and its connections until the position. of the closure member 49 is changed. When it:

is desired to release the brakes, the foot pedal 2 is allowed to return to its normal position andthe spring 60 will pull the rod |2 back until the- The spring 44 will.

lever I3 strikes the stop 6|. then act to cause the closure member 40-to'seat against the diaphragm 20 cutting off the intake manifold from the chamber I9. At the same time, the closure member 40 will move away from its seat on the disc 3| and' the chamber l9 willbe open to the atmosphere through the tube 4|.{

During the brake application, the chamber 62 in the inner diaphragm supporting member I6 is under the same vacuum conditions as the inside of the cylinder 8 as the air within the chamber 62 will be withdrawn through the small vent hole 36. This hole 36 is preferably small enough,

so that an appreciable time will be consumed in bringing the chamber 62 to the same conditions of pressure as maintain in the cylinder 8. .The' result of thisconstruction is that, when the .010- sure member 40 is moved away'from the disc-43L air under atmospheric pressure rushes in through.

the tube 4| and the chamber I9 to the cylinder 8, raising the pressure therein to that of the atmosphere, and allowing thespring 9 and the reguiar brake retracting springs to act upon the. piston lto move it in the brake releasing direction. As the vent hole 36 is small, the flowiof air therethrough from the cylinder 8 into the chamber 62 will be relatively slow'and a partial I vacuum will be maintained within the chamber? 62 after the interior of the cylinderB reaches atmospheric pressure. The maintenance of this vacuum within the chamber 62 prevents the: diaphragm 2B and the disc 3| from immediatelyfollowing fthe movement of the closure member. 49 and closing the connection between the cyl-; inder 8 and the-atmosphere before the cylinder:

has reached atmospheric pressure.

When the pressure in the cylinder 8 and the chamber 62 becomes equalized, that is, both-reach atmosphericpressure, the diaphragm 26 and the disc 3! will return to their normal .offposition:

(Fig. 5) with the disc 3| seated against theolosure memberflil, thus completely closing off the:

cylinder 8 andthe chamber 62 from externa V influences. v a

The spring 69, in add ion to its function of:

returning the valve lever I3 to its closed ,position upon the clutch pedal moving inclutch-.en-' gaging direction, serves to impose an extra re-; sistance against the downward movement of the clutch pedal when the pedal strikes the end-of,

This extra resistance to movement' the rod I2. of the clutch pedal can be felt by'thev operator and indicates to him that the brake operating" position of the pedal has been reached. w J P5 I From the above description itwill betseen b 4"*- thoseskilled in the art that we have provided a vacuum 'actuatedbrakeanda vacuum brake control valve which" will give a' very smooth and even-braking action and'whieh' willlp'ermittheinstant release of the brakeswhenever the operator so desires; f

By-connecting our. brakes up to be operated the clutch pedal and still allow the normal operation of thebrake by the operatorfsfo'ot in standard manner, we "pro'videi a' brake which is particularly suited to use inlcity trafli'c and of special valuefin' assisting the'drivers of automountil he is ready to start up and then very quickly put/his foot overon to the foot throttle to speed leasingthe brakeand engaging theclutch at the. same time, and" with the other foot he is free to biles; busses' and' trucks, in' starting their ma chinesafterhaving stopped on a grade. When stopping 'ona' grade it is' ordinarily necessaryto shift gears' to'a'" lower gear before starting up again; and to dothis'it'is necessary to disengage the'clutch; Withthe standard brake and clutch pedalsystem the operator must keep one foot on-th'e'clutch pedal and the other onth'e brake up the engine to give the necessary-power to start on the hill.- If he does not do this he must use the hand throttle or 'else use the handoperatedemergency brake. j This operation requires considerable skill and isparticularly troublesome in thecase: of heavy-.busses and trucks; "With my apparatusby kee'pingone foot onthe clutch pedal and depressing it until the vacuum operated.

device" causes the brakes to be 'applied,the operator'canhold the-machine on the hill until hegets ready to start. *The operator's other foot is free to manipulatethe throttle and when he desires to start up the-hilllhe'needs only to remove his foot from the clutch pedal, thus respee'dup the engine to any'desired degree.

. It will be understood however, that our brake is adapted tobe used under other considerations and can'be used'to entirely replaceth'e foot operation if desired. It will be further understood that where the term manually" has been usedin'this specification and the accompanying claims it isintended to cover the operation of the vehicle control mechanisms either by the hand or foot of the'ioperator. r h

Although we have described one embodiment of 1 our invention in sonic-detail, it willbe understood bythose' skilled in 'theart that modifications and Y variation's ther'eof may be made without departing from the spirit of our-invention. We do not,

'thereforeiimitf ourselves 'to the precise details shown and "described; but claim as our invention all embodiments thereof coming within the scope oi the appended claims. I

We claim i i l. A control system forautomobiles including fa"pedal operated brake; a pedal operated clutch,

and-fluid pressure operated means controlled by said pedal operated clutch for moving said 'pedal operatedbrake whereby movement of said pedal Operated clutch in clutch disengaging direction will cause application of the'brake.

2;"A control system i'or automobiles including I 8;" brake pedal, a clutch pedal andvacuum actuof said clutch pedal in clutch disengaging direc- I tionifor moving'said brake pedal in brake apply-- ingi'direction. j

- f 3-. control system forj automobiles including a' brake pedal, a clutch pedal, a cylinder, a piston ated means adapted to be controlled'by movement in'said cylinder carrying. a connecting rod; said connecting rod being connected to said brake pedal, a valve adapted to control the "fiow offfluid to and from-said cylinder to cause'movemfentof said piston, and valve operating means adapted to be actuated by disengaging movement otsaid clutch pedal to apply the vehicle brakes.

4. In a brake for automobileshaving aclutch; thejcombination .of a brake operating: lever; a

cylinder, a piston in said cylinden a piston rod secured to said piston andextending out of'said cylinder, lost'mctionmeans for-connecting'saidpiston rod to said brake lever whereby said=;brake lever may be moved from'its normal position without moving said piston rod but movement of said pistonirod will cause cmove ment of said brake lever, a valve for controlling" the flow of fluid to and from saidcylinder.-and means controlled by'niovem'ent of the clutch-"forv operating said valve. 7 5. In abrakeforautomobiles, the-combination of a brake operating lever, a cylinder a piston in' said cylinder, a'connecting rod securedto said piston and extending out of saidcy-linderilost motion means for connectingasaid pistonrodwtor said brake lever whereby said brakelever may be moved from its normal posi'tionwithout' moving" said piston 10d but whereby: movement of said piston rod will cause movement of said brake] lever, a .clutoh operating lever, and meansflactu i ated by said clutch lever for controlling thedioww of fluid to andfrom' said cylinder.-

6. A control system for vehicles-including -a; brake, means for manually- .operatingsaid brake, a clutch, means for manually operating clutch, fluid pressure operated means forf applying; said brake and valve means controlled-by said clutch operating means whereby the application and release of the brake may be controlled} 7. A control system for vehiclesincluding a}. brake, means for manually operating-said brake,

a clutch, means for manually operating said clutch and fluidrpressure operated means eon-n trolled by said'clutch'operatingmeans {oractuating said brake operating means toflapplythe. vehicle brake. v I 8. In an automotive vehicle,'. the combination;

with clutch pedal controlled fluidpressure um,-

. ated means for applying thevehicle. brakes-of means for increasing the resistance. to-movement;

controlling of said clutch pedal during itSbrake movement.

9. An automotive vehicle having fluid 'pressure brake actuating-means, a clutch operating'l'even; 7 adapted to operate the. vehiclef'clutchduring one part of its movementa'nd to control saidflui v pressure brake actuating means during ename part of its movement and means for, increasing the resistance tomoveme'nt'ofsaidlever during its movement to applyth'e vehicle brakes. 10. The combination with a clutch pedalof -an automotive vehicle having-a fluid pressure .afctu ated brake mechanism, of a yieldable element adapted to be engaged by said clutchped'alumn partial depressionof' theclutjch pedal, said element being positioned so that upon'initial engage-i actuated brake brakes.

partial depressionof the: clutch: pedal sumcient 7 J to disengage the clutch mechanism and means operable upon further movement of the clutch pedal for actuating the brake mechanism.

12. Control apparatus for automotive vehicles including a brake, a brake operating lever, fluid pressure actuated means for applying said brake, connections between said fluid pressure actuated means and said brake operating lever, a valve for controlling the operation of said fluid pressure actuated means, a clutch, a clutch operating lever, and means for efiecting movement of said valve to cause application of said brake, said last named means being disposed in position to be engaged by said clutch operating'lever after the clutch operating lever has been moved to disengage said clutch.

13. Control apparatus for automotive vehicles including a fluid pressure actuated brake, a source of actuating fluid pressure, a valve for controlling the operation of said fluid pressure actuated brake, spring means for normally holding said valve in position to shut 01f the source of fluid pressure, a clutch operating lever, and

means, adapted to be engaged by said clutch opcrating lever after said lever has been moved to disengage the vehicle clutch, for moving said valve to connect said source of fluid pressure to apply said fluid pressure actuated brake.

14. An automotive vehicle having fluid pressure brake actuating means, a clutch operating lever adapted to operate the vehicle clutch during one part of its movement and to control said fluid pressure brake actuating means during another part of its movement, and means efiective only upon disengagement of the vehicle clutch for increasing the resistance to movement of said lever during its movement to apply the vehicle brakes.

15. In combination in an automotive vehicle having a brake and a clutch, a brake operating lever, a cylinder, a piston in said cylinder, a source of supply of actuating fluid pressure, fluid conducting connections between said source of supply and said cylinder, means for connecting said piston to said brake operating lever whereby said lever may be moved to apply the vehicle brake without causing movement of said piston but whereby movement of said piston will effect movement of said brake lever, valve means for controlling the flow of fluid to and from said cylinder and means, adapted to be actuated by movement of the vehicle clutch mechanism, for

operating said valve.

16. In a brake mechanism for automotive vehicles, the combination of a brake operating lever, a cylinder, a piston in said cylinder, means for connecting said piston to said brake" lever whereby said brake lever may be moved from its normal position without moving said piston but.

whereby movement of said piston Will cause movement of said brake lever, a clutch operating lever and means actuated by said 'clutch lever for.

FREDERICK G. FOLBERTH. WILLIAM M. FOLBERTH. 

